Railway-traffic-controlling apparatus.



PATENTED MAR. 6, 1906.

C. W. COLEMAN. RAILWAY TRAFFIC CONTROLLING APPARATUS.

APPLIDATIOH EILED APR. 13, 1905.

3 BHEETSSHBET 3.

WZtnesses:

UNITED sTA rns PATENT OFFICE.

CLARENCE Vi. COLEMAN, OF WESTFIELB, NEW JERSEY, ASSIGNOR TO THE HALL SIGNAL COMPANY, A CORPORATION OF MAINE.

Specification of Letters Patent.

xa-ten'teii March 6, 1 906.

Application lied April 13,1905. Serial llo- 255,301.

To all whom it may concern:

Be it known that l, CLARENCE W. CoLs- MAN, a citizen of the United States, residing at Westfield, in the county of Union and State of New Jersey, have invented certain new and useful Improvements in Railwa Traffic-Controlling Apparatus, of which t e following is a specification, reference being had therein to the accompanying drawings, forming a part thereof.

My invention relates to railway-trafficcon trolling apparatus, and that embodiment of my invention which I have articularly illustrated in the accompanying drawings and articularly described in the following speciiication relates es ecially to that class of railwaytrafiic-controling a paratus which controls railway traffic by tile display of visual signals such as signal-semaphores. Such particularlv illustrated and described embodiment oi my invention maybe more specifically designated as a signal-slot, since this particular adaptation of my invention is designed to take the place of those mechanisms w ich in signaling nomenclature are generally designated as slots and which are generally employed to automatically control a railway-semaphore or other signal in conjunction with manual signal operating or controlling means.

Broadly stated, the objects of my present invention are reliability of operation simplicity, compactness, and economy of construction, and econom of maintenance Amanually-operate railway-signal is often locateda considerable distance from the operators tower or other point of manual control, and the usual purpose of the slot is to automatically prevent the signal from being cleared from the point of manual control when traflic conditions are such that the signal should not be cleared and also to automatically cause such signal to assume its danger position upon the occurrence of any condition of traffic requiring the signal to be placed at danger in order to discharge its protective function. Such signals are generally moved manually from a manually-operated lever and through a system of transmission levers and rods which may extend over a very considerable" distance, and the slot mechanism or automatic signal-governing or signal-controlling mechanism is generally located at or near the signal proper, so'as to control or govern transmission or communication of the manual actuative or signal-operating force from the system of manuall operated transmission levers and rods to tl ie s1 nal proper. For instance, when the thrust of a manually-operated transmission-rod is employed to move a semaphore-si nal to its clear position and against the e ort of its counterweight the slot mechanism is generally employed to control the transmission or communication of such manual actuative thrust to the signal by maintaining connection or communication between the signalsemaphorc and such thrust-rod when tratlic conditions permit the signal to be safely cleared and held clear ally severing or discontinuing such connection or communication between the thrustrod and the signal-Sonia hore when any traffic condition arises Whic 1 requires the signal to assume its danger osition. The slot mechanisms which have lieretofore been employed have enerally required that those portions of t e manual signal-operating means adjacent to the signal proper shall be placed in a definite position relative to such signal proper in order that such slot mechanism may reestablish efi'ectual connection or communication between such manual operating means and such signal and after such connection or communication has been discontinued by the automatic operation of the slot mechanism. For instance, assuming that the signal has been placed to clear position by the manual operating means and that the slot mechanism has subsequently severed communication between the signal and manual operating means, which would otherwise maintain the signal in clear position, and assuming that the signal has gone to danger position m the ordinary manner, due to such severance of its communication with the manual operating means, the manual signal-open ating means must then ordinarily be returned to its extreme danger position or extreme position opposite its signal-clearing position in order to reestablish that definite relative position of the manual actuating means and the signal proper which relative position is necessary for recstablishment of communication b the slot mechanism when the traffic condltions will a ain permit the signal to be cleared. The and-lever in the signal-operators tower or such other prime mover as may and by automaticbeemployed in the signal-operating system of transmission rods, levers, &c., can of course be returned to its extreme danger position; but the signal-actuating thrust-rod or equivalent signabactuating element of the transmission system, which is adjacent to the signal proper and which. is ofttin'ies located a long distance from the hand-lever or prime mover, is subject to variations in position due to varying degrees of thermal expansion in the transmission system and due to variations in adjustment, lost motion, &c., and does not always return to the same position when the hand-lever or prime mover is returned to its extreme danger position, and in consequence it has frequently been found impossible to return the signal-actuating thrust-rod or equivalent portion of the manual transmission system to proper position to be reengaged or connected with the signal proper and by the slot mechanism.

It is one object of my invention to overcome the foregoing difficulty of reestablish ing connection or communication. between the signal and the manual or other motive means for operating such signal from a distance.

Another object of my invention is to perform in one mechanism or apparatus the functions of a signal-controlling slot mechanism and a cushioning or shock-relieving function to case or reduce the mechanical shock of the movement of the signal to danger under impetus of its counterweight.

To the foregoing ends my invention comprehends the combination of a railway-traffic controller proper, such as a railway-signal, motive or actuative means arranged to operate the traflic-controller or signal proper, and two members connected ith the actuative means and the traffic-controller or signal and movable relative to each other by rela tive movement of such actuative means and traffic-controller, so as to effect a change or increase of fluid-pressure in a fluid-containing space varied by such relative movement, such change in fluid-pressure being effective to transmit operating or controllin force from the actuative means to the tra 1ccontroller or signal proper, and fluid-controlling mcansfor instance, automatically res onsive to movement of a railway-vehicle a ong the railway linearranged to open and close a vent leading to the fluid-containing space, whereby to relieve or maintain the change in fluid-pressure effected by relative movement of the actuative means and the traffic-controller, and thus discontinue transmission or communication of operating force or energv from the motive means to the traffic-controller or reestablish such transmission or communication of operating force when the motive means and the trafficcontroller are in any relative position or in any one of a plurality of relatlve positions.

Also, to the foregoing ends my invention further (50Il'1pI'lSeS the combination of trafficcontrolling means proper-such, for instance, as a railway-signalactuative means, such as a 1nanually-operated system of transmission rods and levers, arranged to actuate the traffic-controlling means proper or signal, a fluid-containing chamber cooperative with the aetuative means and with the traffic-controlling means proper and variable in fluidcontaining volume by relative movement of such actuative means and the traflic-controL ling means proper but arranged to oppose such volume variation and relative movement by a change or increase in fluid-pressure developed by such relative movement and volume variation, whereby to transmit or communicate actuative force from the actuative means to the trafiic-controlling means proper, and means for relieving the change or Increase in fluid-pressure to permit relative movement of the actuative means and the traffic-controlling means pro er.

My invention comprehen s also, in combination with features already mentioned, a means for relieving the aforementioned fiuidpressure resistance to relative movement of the actuative means and traffic-controlling means proper consisting in a vent communicating with the fluid-containing chamber aforementioned and electrical vent-controlling means incontrol of the vent to govern the flow of fluid through such vent; and my invention comprehends also, in combination with such electrical vent-controlling means, an electric controlling-circuit in control of the vent-controlling means and in turn controllable by movement of a railway-vehicle along the railway-track.

In the foregoing preamble I have set forth the general objects of my invention and have separately and particularly mentioned several of its features. My invention, however, also comprehends various other important objects and features which I will not mention separately and particularly in this preamble, but which clearly appear in the light of the following description of my invention, which is illustrated in the drawings, and such features are further definitely set forth in the claims annexed hereto.

In the accompanying drawings, Figure 1 shows a manually-operated railway-semaphore signal equipped with a controllingslot mechanism embodying mv invention and shows in diagram the eontrollin electric circuits which automatically controf the slot mechanism. Fig. 2 is a sectional front ele vation of the slot mechanism proper comprised in the signaling ap aratus of Fig. 1, the section of Fi 2 being ta en on a plane indicated by thefiines 2 2 of Figs. 3 and 4. Fig. 3 is a sectional right-side elevation of the slot mechanism shown in Figs. 1 and 2, the plane of section being indicated by the lines 3 3 of Figs. .2 and 4. Fig. 4 is a artially sectional plan view of the slot medlianism shown in Figs. 1 to 3, inclusive, and the planes of section are those indicated by the lines 4 4 of Figs. 2 and 3. Pi 5 is a sectional left-side elevation of the sot mechanism shown in Figs. 1 to 4, inclusive, the section being taken on a plane indicated by the line 5 5 of Figs. 2 and 4.

In the embodiment and adaptation of my invention which is illustrated in the accompanying drawings the slot mechanism or antomatic signal-controlling mechanism proper is contained in a small compact casing 56, mounted upon the signal-post 18 by nieans of suitable upper and lower lugs 56 and 56*, formed inte rally with the casing, The casing is provit ed with a removable front cover 57, which gives access to its interior parts.

The operators signal-opera ting hand-lever 26 is in the present instance mounted in a suitable switch-tower 27, which may be located some distance from the signal proper, and the manual signaloperating energy is transmitted from the hand-lever 26 through the depending link to the bell-crank 23, mounted in a suitable bracket 24, secured to the wall of the switch-tower below the operating-floor and near the ground-level, and from such bell-crank 23 the signal-operating energy is transmitted through a single link 22, or through a system of links which may take the place of such single link 22, and to the bell-crank 21, mounted upon the signalpost 18, and from such bell-crank upward through the vertical thrust-rod 20 to the slotted pivot-head 19, pivotaily connected with the upper end of such thrust-rod 20 and also securer upon the lower end of the cylinderrod 6 of the slot mechanism proper. Such cylinder-rod 6 passes through the lower wall of the casing-56 and is screwed into the lower end of the vertical cylinder-bore of the cylindercasting 7. This cylinder-casting not only comprises the vertical cylinder proper, 7', within which the aforesaid cylinder-bore is formed, but also integrally comprises the fluidreservoir 7 arran ed on the right of the cylinder proper, 7*, ant also comprises the cylindrical compensating-chamber 7 integral with the reservoir '7 and extending upwardly from the front portion thereof. The reservoir 7 communicates with the cylinder proper through a horizontal duct or vent 7, opening into the lower end of the cylinder proper and extending rightward to a point of connection with the lower and upper vertical valvetubes 7 and 7, respectively, formed integrally with each other, and with the duct 7 and the other portions of the cylinder-casting. The lower valve-tube 7 at its lower end communicates with the reservoir 7 through a simple check-valve or influx-valve 49, which is provided with suitable guide wings or ribs 49, working vertically in the bore of the tube as a guide, such valve engaging the annularvalve'seat at the upper or inner end of a valve-seat bushin 50, which is screwed into the lower end 0 the lower valve-tube or check-valve tube 7. The tapped hole, normally closed by the screw-plu 51, ives access to the lower end of the va ve-tuie 7 a for the introduction of the check-valve 49 and its seat 50. The check-valve 49 o ens upwardly in the direction of influx to t 1e 0 lin der proper from the reservoir 7 and c oses against efilux of fluid from the cylinder to such reservoir. The upper, valve-tube or efilux-valvc tube 7 at its upper end also corninunicates with the reservoir 7 and through an electrically controllable hollow cylindrical effiuX- controlling cup-valve or capvalve 48, in the form of an inverted cylindrical cu placed as a cap over the upper end of the e ux valve-tube 7 and provided with longitudinal interior guide-ribs 48, which work upon the outer cylindrical surface of the valve-tube 7 as a guide and which form channels through which the fluid may pass from the valve-tube 7 to the reservoir 7 A washer 47, of leather, rubber, or other suitable valve-seat material is secured in the upper end of the cap-valve 48 and engages with the upper end of the valve-tube 7 as a valveseat.

Immediately above the efilux controlling valve 48 the upper horizontal wall 7 of the reservoir 7" is rovided with an aperture 7*, which is close. bye flexible gasket or diaphragm 39, secured between such upper reservoir-Wall 7 and a s uare clamping-plate 40, held in place, as indicated, by suitable capscrews inserted through an insulating-plate 58, mounted upon the s uare clampin -plate and also through suc clamping-p ate 40 and through the gasket and into the reservvoir-wall 7 The diaphragm clampin -plate 40 is provided with a central threads opening coaxial with the efllux-valve 48, and into this threaded opening is screwed the centrally-depending lug or nipple of a circular or disk shaped magnetic iron yoke 41. The magnetic yoke -11 has a central bore passing through its depending nip lo, and into the upper end of this here is tig itly driven a hollow magnetic iron core 42, extending 'vertically upward from the circular yoke. The iron core is provided with suitable insulation and wound with a coil of insulated electroconductive wire, which is surrounded by a cylindrical magnetic iron casing 46, fitting tightly over the outer circumference of the lower circular magnetic yoke 41. Thus is formed a cylindrical ironclad electromagnet presenting at its upper end two magnetic poles, one being constituted in the upper end of the hollow cylindrical core 42 and the other being an annular pole constituted in the upper end of the cylindrical magnetic casing 46.

A non-magnetic armature stem or rod 43 passes through the central bore of the hollow magnetic core 42 and slides freely therein and at its upper end carries a concentricallymounted disk-shaped magnetic armature 44 in close proximity to the poles of the ironclad magnet. A small diaphra m-engaging button 45 is located below the ollow magnetic core 42 and within the lower end of the central bore of the circular yoke 41, and this button is secured to the lower end of the armature-stem 43. The button rests centrally upon the upper surface of the diaphragm or gasket 39, and when the ironclad magnet is energized its disk-shaped armature 44 is attracted toward the poles of the magnet and presses down upon the armature-stem 43, thus pressing the diaphragm-button 45 down upon the center of the diaphragm 39 and overcoming the elasticity of the diaphragm sufficiently to press the latter firmly down upon the smoot flatupper surface of the capvalve 48, thereby holding the cap valve firmly closed and preventing efiiux of fluid from the cylinder 7 a to the reservoir 7.

The square insulating-plate 58 is provided with a circular hole receivin the lower end of the ironclad magnet 46. uch insulatingplate registers with the square clampingplate 40, and upon the right-hand corners of the insulating-plate are mounted two contacttravelers 59, clamped beneath, but insulated from, the cap-screws 64, inserted through the right-hand corners of the insulatinglate and clam ing-plate into the gasket and reservoir-wa l. The right-hand or outer ends of these contact-travelers 59 are slotted and straddle spring insulating-sleeves 61, mounted upon vertical spring-rods 62, secured at their upper and lower ends in suitable upper and lower brackets 67 and 66, respectively, which inner surface of the right-hand wall of the main casing 56. Spring insulating-washers 69 are mounted upon the upper ends of the spring-rods 62 and interposed between the upper bracket 6'7 and the upper ends of the s ring insulating -sleeves 61. Electroconuctive helical compression-sprin s 60 are coiled u on the spring insulating-s eeves 61 and at t eir lower ends bear upon the contact-travelers 59, While the upper ends of the springs bear uponcopper washers 60", two of which are interposed between each spring and its insulating-washer 69 at the upper end of its respective s ring insulating-sleeve 61. The lower ends 0 the springs are secured to the contact-travelers which straddle their respective spring insulating -sleeves 61-for instance, the lower ends of the springs may be clamped upon the contact-travelers underneath suitable insulating-washers interposed between the sprin ends and the heads of the cap-screws 64. T rough an insulating-bushing 46 in the magnetic casing 46 the ends of the magnet-coil may be led to the contactare secured upon small bosses on the travelers, each terminal of the magnet being connected with one traveler and its respective conductive springs 60 by clamping such magnet terminal under the cap screws which clamp the ends of the springs. Suitable insulated wires 33 and 34, leading from the external circuit which energizes the magnet 46, may be introduced through the insulating-bushin 68 and may be conductively connected wit the upper ends of the electroconductive s rings by interposing the ends of the insulated circuit-wires between the copper washers 60 at the upper ends of the two springs, respectively.

e upper end of the piston-rod 9 1s secured by a pin 12 to the pivot-head 13, which is pivotally connected to the slotted ivothead 14, fixed to the lower end of the t rustrod or thrust-link 15, the upper end of which is pivoted directly to the signal roper. Integrally formed upon the plvotead 1s a depending cylindrical sleeve 13*, which incloses a pistonrod guide 56, formed lntegrally upon the upper horizontal wall of the casin 56 and extending vertically upward there Tom. The depending sleeve l3 shields the piston-rod gulde and iston-rod from dust and from the weather, 0. The pistonrod depends from its connection to the pivothead 13 and passes centrally downward throu h the cylindrical iston-rod guide 56 into t e casing 56. The ower end of the piston-rod 9 is provided with a cylindrical shank 9 of lesser diameter than the piston-rod proper, and this shank near its lower end is provided with a groove 9*. A cylinder-cap 52, interiorly threaded to be screwed upon the u )per end of the c linder proper, 7 is provided with a centra hole w 1c receives the lower end of the iston-rod 9. A flanged bushing 11 snugly fl ts over the shank 9 of the piston-rod and is slipped over such shank so that its flanged end bears against the shoulder of the piston-rod proper, and the bushing 11 extends from such shoulder downward to the upper end of the shankroove 9 The outer surface of the flange bushing 11 is threaded. A split ring or collar 10 is slipped into the roove 9 in the lower end of the piston-shan 9 and the piston pro er, 8, is provided with a threaded bore w ich recelves the piston-shank and s lit ring and which screws over the threade bushing 11 and up against the flange thereof. The split ring 10 is held firmly in its lace in the groove 9 of the piston-shank and in the lower end of the piston bore or recess, and such zplit ring prevents withdrawal of the flan e bushln 11, thereby locking such flanged ushing an the iston proper, 8, firmly in place upon the ibwer end of the piston-rod. The cylindercap 52 is screwed firmly down upon the u per end of the cylinder groperand abuts t e upper end of the flange bushing 11 to limit the upward movement of the piston-rod and the downward movement of the cylinder proper relative to each other.

In the illustrated application of my invention the signal 17 is located in proximity to a railway-track and near the rear end of a sig nal-block B of such track, such block being formed by the inter osition of suitable insulations 37 in the tree rails 36. A battery 38 is connected with the rails of the block at the advance end thereof, and a rear track-relay 35 is connected to such rails at the rear end of the block B. When no train is present in the block B, the battery 38 will transmit current by way of the track-rails to and through the rear track-relay 35 and will energize such relay and cause the same to close its relaycontrolled contacts 31 32; but when a train or railwa *-vehicle is present in the block B the whees and axles thereof will short-circuit the rails of the block and will thus shortcircuit the current from the battery, so as to deenergize the rear track-relay 35 and cause its contacts 31 32 to be opened.

The relay-controlled contacts 31 32 are inter'posed in the local circuit of the ironclad magnet 46 of the slot mechanism roper, such local circuit being traceable as to lows: from the local battery 29 through conductor 30, movable relay-contact 31, stationary relaycontact 32, conductor 33, one air of the contact -washcrs 60*, one of t e conductive springs 60, coil of the magnet 46 the other conductive spring 60, the other pair of contact-washers 60 and conductor 34 back to the opposite pole of the battery 29. Obvi ously this local circuit is closed at its relaycontrolled contacts 31 32 when the block B is unoccupied by trafiic and is opened at such relay-controlled contacts when such block is occupied by traflic. Therefore the controllin magnet of the slot mechanism pro er wil always be ener ized while the block is unoccupied and wil always be deenergized as soon as a railway-vehicle enters the block B and as long as such vehicle remains in such block.

The diagram Fig. 1 shows a train T in the block B and shows the relay-controlled contacts 31 32 0 en in consequence, and Figs. 2 and 3 show tlie magnet-armature 44 and the diaphragm 39 in the positions which they occupy while the magnet is denergized in consequence of the o ening of its circuit at the contacts 31 32. uch position of the armature 44 and diaphragm 39 are the ositions which permit free 0 ening of the e ux-controlling valve 48 an( efilux of fluid from the cylinder 7. Should the operator in the tower 27 endeavor to clear the signal 17 while the slot mechanism is in such condition, owing to occupancy of the block B by the train T, he

could draw his hand-lever 26 to its extreme rearward positiont. e. to its extreme righthand position, as shown in Fig. 1and could thereby cause the signal-operating thrustrod 20 at the signal-post 18 to rise and thrust upward upon the c linder-rod 6, and such cylinder-rod 6 woul then move upward and would carry the cylinder 7 a and entire cylinder-casting and magnet u ward with it,while the piston proper, 8, wouldhemain stationar and the fluid In the cylinder would be freely ejected by the relative movement of the cylinder and piston through the vent 7 and through the cfilux-valve tube 7 l and the efliuxcontrollingvalve 48 into the reservoir '7, because under these conditions there would he no restraining force to prevent the efliux-controlling valve from rising freely oil its seat to permit such free efflux of fluid. During such a movement of the cylinder and attached parts the piston acts as a guide for the cylinder, and the cylinder-casting is also further guided by a slotted guide-foot 40, formed integrally upon and projecting horizontally rightward from the ri ht ed e of the square clamping-plate 40 an straddling a vertical guide bar of rectangular cross section mounted at its upper and lower ends in the upper and lower guide-brackets 67 and 66, respectively. Assumin however, that the tram passes out of the b ock B before the operator in the tower endeavors to clear the signal 17 it will be noted that the controllingmagnet 46 will then be energized and will pull its armature 44 down against or nearer the poles of the magnet and will thereby press down on the armature stem 43 and diaphragm-button 45, so as to distend the dia phragm 39 downward and hold it firmly against the top of the efiluX-controllin ca valve 48, thereby holding such valve rin y in closed position to resist efiiux of fluid from the cylinder. Now the upward or signalclearing thrust of the cylinder-rod 6 raises the cylinder and compresses the fluid therein b the resultant downward relative pressure 0% the piston 8, and since there is no escape for the fluid in the cylinder its pressure will force the piston upward in substantially fixed position relative to the cylinder and will thereby clear the signal 17. Should another train now enter the block B after the signal has been thus cleared, the controllin -magnet 46 would immediately become reencrgized, its armature 44 and the diaphragm 39 would be returned to normal position by elasticity of the diaphragm, and the efiluxcontrolling cap-valve 48 would freely 0 on and permit free efflux of fluid from the ey in der 7, thus permittin the counterweight of the signal 17 to force piston 8 downward relative to the cylinder, while bringing the signal to its danger position and ejecting the fluid from the cylinder. It will be noted that when the signal thus goes to danger position the action of the piston in ejecting the fluid from the cylinder is that of a dashpot which relieves the mechanical shock of the movement. After the signal thus goes to danger position by the dei'anergization of the magnet 46 of the slot mechanism the operator of the tower may then replace his hand-lever 26 to its danger positioni. 0., its left-hand position in Fig. l-thereby depressing the cylinder-rod 6 and cylinder 7, and thus causing the piston 8 to be drawn u1p ward relative to the cylinder and causing t 1e cylinder and piston to assume or approximate their normal relative positions. This upward stroke of the piston relative to the cylinder of course draws fluid freely into the cylinder through its vent 7 from the reservoir 7" and by way of the influx check-valve 49. Should the signal stick or bind in its clear position for any reason-for instance, under the weight of ice and snow clinging to the semaphore-blade, so as to overbalance its counterweightthe signal could then be positively forced to its danger position by forcibly movin the hand-lever 26 to danger position, and tliereby ulling down upon the cylinder-rod. 6 and t e cylinder 7 so as to engage the cylinder-cap 52 with the flanged bushing 1 l on the lower end of the piston-rod 9 and by such enga ement forcibly pull the piston-rod down anr forcibly restore the signal to its danger position.

The fluid employed in the cylinder will generally be a non-freezing liquid-such, for instance, as alcohol or a mixture of alcohol and water-and the lower liquid-level in the reservoir 7 will generally be slightly above the lower end of the cylindrical ca -valve 48.

A swell or chamber 57 in t 1e casing-cover 57 provides room for the compensating chamber 7 which extends some distance in front of the cylinder proper, 7 and the ironclad controlling-magnet 46. Such vertical cylindrical compensating chamber 7 contains a collapsible bag or sack 53, of air-proof or gasproof matcrial,with its upper or open end clamped upon the upper end of the compensating chamber underneath a clamping-washer 54, and by means of a clamping-cap 55,which is screwed over the upper or open end of the compensating chamber and screwed firmly down upon the clamping-washer 54. This clamping-cap is provided with a central ventho c 55*, communicating with the interior of the collapsible bag 53. The collapsible bag 53 forms a flexible or collapsible septum or seal between the reservoir 7 and the outer atmosphere and prevents evaporation of the volatile elements of the liquid, while at the same time it provides for variation in the fluid-containing volume of the reservoir to permit such reservoir to give and take fluid from the cylinder without causing the pressure of the fluid in the reservoir to vary sub stantially from the normal atmospheric pressure.

It will be noted that the cylinder and its contained fluid are adapted to transmit upward or signal-clearing thrust to the piston 8 and piston-rod 9 in any and every relative position of such cylinder and piston-rod so long as traffic conditions permit the signal to be cleared safcl that is to say, in the present instance, so long as the block B is not occupied by a railway train or vehicle.

It will be apparent that my invention. may be embodied in various forms of structure and arrangement of its elements and fea tures and in various modifications of that embodiment which I have particularly illustrated and described, all such embodiments coming, however, within the spirit, principles, and scope of my invention.

What I claim, and desire to secure by Letters Patent, is

1. Railwaytraffic-controlling apparatus comprising traflic-controlling means proper, movable actuative means therefor, and a chamber arranged to be varied in volume by relative movement of the movable actuative means and the traflic-controlling means proper and arranged to transmit actuative or controlling motion or force from the movable actuative means to the traflic-controlling means proper by fluid-pressure developed by tendency to such relative movement and variation in chamber volume, a fluid-vent connected to the chamber, and means for controlling the vent to relieve the fluid-pressure and permit relative movement of the actuative means and traffic-controlling means proper.

2. Railway-trains-controlling apparatus comprising traffic-controlling means proper, movable actuative means therefor, a fluid arranged to be compressed by relative movement or tendency toward relative movement of the movable actuative means and the traffic-controlling means proper and arranged to transmit actuative or controlling movement or force from the movable actuative means to the traffic-controlling means proper by fluid-pressure of the compression due to the said relative motion or tendency thereto, and means for relieving the fluid compression to permit said relative movement.

3. Railway-traffic-controlling apparatus comprising traffic-controlling means proper,

movable actuative means therefor, a compression-chamber variable in containing volume by relative movement of the movable actuative means and the traffic-controlling means proper, a liquid contained in the compression-chamber and arranged to oppose by compressive resistance relative movement of the actuative means and traffic-controlling means proper and thus to transmit actuative or controlling force from the actuative means to the traffic-controllin 7 means proper, a fluid-vent connected with the compressionchamber, and means for controlling the vent to relieve the fluid-pressure of compression in the compression-chamber and thereby pel mit relative movement of the actuative means and the trafHc-controlling means proper.

able actuative means for the traffic-control ling means roper, a chamber arranged to be varied in vo ume by relative movement of the movable actuative means and the traffic-controlling means proper and arranged to trans mit actuative or controlling force from the actuative means to the trafiic controlling means proper b r change in fluid-pressure de veloped by ten ency toward the variation in chamber volume caused by tendency to the said relative movement of the actuative means and traflic-controllin means proper, a fluid-vent connected with t c chamber, and automatic vent-controlling means responsive to movement of a railway-vehicle along the railway-track and arran ed to control the fluid-vent to relieve the c ange in fluidpressure so as to permit relative movement of the actuative means and traffic-controlling means proper.

5. Railway-traffic -controlling apparatus comprising traflic-controlling means proper located in proximity to a railway-track,movable actuative means arranged to operate the traffic-controlling means proper, a fluid-compression chamber arranged to have its fluidcontaining volume reduced by relative movement of the movable actuative means and the trafiic-controllmg means proper and containing a fluid subject to com ression by tend-- ency to such reduction in c iamber volume, so as to transmit by such compression actuative or controlling force from the actuative means to the traffic-controlling means proper, a fluid-vent connected with the compression chamberfand vent-controlling means automatically responsive to movement of a railway-vehicle along the railway-track and arranged to control the fluid-ventand thus oppose or permit relative movement of the actuative means and the traffic -controlling means proper.

6. Railway-trafliccontrolling apparatus comprising trafiic-controlling means proper located in proximity to a railway-line, movable actuative means in actuative cooperation with the traffic-controlling means proper, a chamber arranged to be varied in volume .by relative movement of the traffic-controlling means and the movable ectuative means and arranged to oppose such relative movement by a change in fluid-pressure developed in such chamber by tendency to such variation of its volume whereby to transmit actuative or controlling force from the actuative means to the traffic-controlling means proper, a fluid-vent connected with the chamber, electrical vent-controlling means in control of the fluid-vent to relieve the change in fluidpressure and permit relative movement of the actuative means and the traffic-controlling means proper, and a controlling electric circuit in control of the electrical vent-con trolling means and controllable in turn by movement of arailway-vehmle along the railway-track.

7. Railwaytraffic-controlling apparatus comprising traffic-controlling means proper locatedjn proximity to a railivaytrack, movable actuative means in actuative cooperation with the traffic-controlling means proper, a fluid-compression chamber containing a fluid and arranged to be varied in its fluid-containing volume by relative movement of the movable actuative means and the trafficcontrolling means proper and arranged to oppose such relative movement by compression of its contained fluid effected by tendency to such relative movement, a reliefvent communicating with the compressionchamber, an electrically-controllable ventcontrolling valve in control of the relief-vent so as to relieve the fluid-pressure therein and permit relative movement'of the actuative means and the traffic controlling means proper, and a controlling electric circuit in control of the electrically-controllable vent- T hicle along the railway-track.

8. Railway traffic controlling apparatus comprising trafiic-clmtrolling means proper located in proximity to a railway-track, manually-operatable controller-actuating means in actuative cooperation with the traffic-controlling means proper, a fluid-compression chamber arranged to compress its contained fluid by relative movement of the manual actuative means and the traffic-controlling means proper and containing a fluid adapted to oppose the said relative movement by fluid-pressure resistance, a fluid relief-vent communicating with the compression-chamher, a valve incontrol of the fluid relief-vent to open the same and relieve the fluid-pressure in the compression-chamber and thus permit relative movement of the manual actuative means and the traffic controlling means proper, an electromagnet in control of the vent-controlling valve, and an electric circuit in control of the electromagnet and controllable in turn by movement of a rail- Way-vehicle along the railway-track.

9. Railway-Hallie-controlling apparatus comprising trellis-controlling means proper, movable controller-actuating means ar ranged in actuative relation to the trafficcontrolling means proper, a fluid-compression chamber operatable by relative movement of the movable actuative means and the trafliccontrolling means proper and containing a fluid arranged to oppose by compressive resistance such relative movement and thereby to transmit actuative or controlling movement or forcefrom the actuative means to the traflic-controlling means proper, a second fluirl-chamber, a fluid-vent connecting the compression-chamber and the second fluidchamber, and vent-controlling means arranged to control flow of fluid between the chambers.

10. Railway-traffic-controlling apparatus comprising traffic-controlling means proper, movable actuative means arranged to actuate the traflic controlling means proper, a fluid-containing chamber reducible in fluidcontaining volume by relative movement of the movable actuative means and the trafliccontrolling means proper and containing a fluid arranged to oppose by compressive resistance the said relative movement and thus to transmit actuative or controlling movement or force from the actuative means to the traflic-controlling means pro er, a second fluid-containing chamber varia le in fluidcontaining volume to contain avarying quantity of fluid, a fluid-vent connectin the first and second fluid-containing cham ers, and vent-controlling means arranged to control flow of fluid between the two fluidcontaining chambers so as to retain fluid in thefirst-mentioned fluid-containing chamber and transmit actuative or controlling movement or force to the trafflc-controlling means proper or so as to relieve fluid-pressure in the first fluid-containing chamber and permit relative movement of the movable actuative means and the traflic-controlling means proper.

11. Railway-traflic-controlling apparatus comprising traffic-controlling means proper, movable controller-actuating means arranged to actuate the traffic controlling means proper, a fluid-containing chamber reducible 1n fluid-containing volume by relative movement of the controller-actuating means and the traffic-controlling means proper and containing a fluid arranged to oppose such relative movement by compressive resistance and thus transmit actuative or controlling movement or force from the movable controller-actuating means to the traflic-controlling means proper, a second fluid-containing chamber communicatin with the first fluidcontaining chamber an including a flexible wall arranged to move and vary the fluidcontaining volume of the second chamber, and means for controlling communication between the two fluidcontaining chambers so as to retain or vent fluid-pressure in the first fluid-containing chamber whereby to transmit actuative or controlling movement or force from the controller-actuating means to the traffic-controlling means proper or to permit relative movement of such controller-actuating means and such trafiic-controlling means pro er.

12. Rai way-trafiic-controlling apparatus comprising traffic-controlling means proper, movable controller-actuating means arranged to operate the traffic controlling means pro er, a fluid-containing chamber variable 1n uid-containing volume by relative movement of the controller-actuating means and the traffic-controlling means proper and containing a fluid arranged to oppose such relative movement by resistance to compression whereby to transmit controlling force from the controller-actuating means to the trafficcontrolling means proper, a check-valve permitting influx of fluid into the fluid-containing chamber but arran ed to arrest efliux of fluid therefrom, an effluX-controlling valve arranged to control efflux of fluid from the fluid containing chamber, and electrical valve-controlling means arranged in control of the efflux-controlling valve.

13. Railway-trafficcontr0lling apparatus comprising traflic-controlling means proper, movable controller-actuating means arranged to operate the traiflc controlling means prgper, a fluid-containing chamber variable In uid-containing volume by relative movement of the controller-actuating means and the traflic-controlling means proper and containing a fluid arranged to oppose such relative movement by resistance to compression whereby to transmit controlling force from the controller-actuating means and the traffic-controlling means proper, a second fluidcontaining chamber communicating with the first-mentioned fluid-containing chamber, a check-valve permitting flow of fluid from the second to the first fluid-containing chamber but arranged to arrest reverse flow of fluid, and electrically-controllable valve mechanism adapted to arrest or permit reverse flow of fluid from the first fluid-containing chamber to the second fluid-containing chamber.

14. Railway-traflic-controlling apparatus comprising traflic-controlling means proper, movable co ntroller-actuating means arranged to operate the traffic controlling means ro er, a fluid-containing chamber variable 1n uid-containing volume by relative movement of the controller-actuating means and the traffic-controlling means proper and containing a fluid arranged to oppose such relative movement by resistance to compression whereby to transmit controlling force from the controller-actuating means and the traffic-controlling means pro er, a second fluidcontaining chamber varia le in fluid-containing volume and communicating with the firstmentioned fluid-containing chamber, a checkvalve permittin flow of fluid from the second to the first flui -containin chamber but arranged to arrest reverse 0w of fluid, and electrically controllable valve mechanism ada ted to arrest or permit reverse flow of flui from the first fluid-containing chamber to the second fluid-containin chamber.

15. Railway-traffie-contro ling apparatus comprising traflic-controlling means proper, movable actuative means arranged to operate the traffic-controlling means proper, a cylinder and a piston arranged in cooperation with eachother and one of such members be- IIO ing connected with the movable actuative means and the other of such members being .tive movement and arranged to oppose such relative movement by compressive resistance whereby to transmit controlling force from the actuative means to the traffic-controlling means proper, a relief-vent communicating with the cylinder, and means for controlling the relief-vent whereby to retain fluidpressure in the cylinder for transmitting controlling force to the trafiic-controlling means proper and whereby to relieve such fluid-pressure to permit relative movement of the traffie-controlling means proper and the actuative means.

16. Railwaytrafiic-controlling apparatus comprising trafiic-controlling means proper, movable contrcllenaetuative means arranged to operate the trafficcontrolling means proper, a o linder connected with the mov able contro ler-aotuative means, a piston cooperative with the cylinder and connected with the traffic-controlling means proper, a fluid contained in the cylinder and arranged to oppose by compressive resistance a relative movement of the cylinder and piston so as to transmit controlling force from the controller-actuative means to the traffic-controlling means proper, a relief-vent communicating with the cylinder, and means for controlling the relief-vent whereby to retain fluidpressure in the cylinder for transmitting controlling force to the trafiic-controllin means proper and whereby to relieve such fluidpressure to permit relative movement of the traflic-controlling means proper and the actuative means. i

17. Railway-traffic-controlling apparatus comprising traffic-controlling means proper, movable actuative means arranged to operate the traflic-controlling means proper, a cylinder and a piston arranged in cooperation with each other and one of such members be ing connected with the movable actuative means and the other of such members being connected with the traffic-controlling means proper and such members being movable relative to each other by relative movement of the actuative means and the traffic-controlling means proper and such cylinder containing a fluid subject to compression by such relative movement and arranged to oppose such relative movement by compressive resistance whereby to transmit controlling force from the actuative means to the trafiiccontrolling means proper, a relief-vent communicating with the cylinder, a valve in control of the relief-vent whereby to retain fluidpressure in the cylinder and transmit controlling force from the movable actuative means to the traffic-controlling means proper and whereby to relieve such fluid-pressure and permit relative movement of such actuative means and traffic-controlling means roper, and an electromagnet movable with t e cylinder and arranged to control the vent-controllin valve.

18. ailwaytrafiiccontrolling apparatus comprising traffic-controlling means proper, movable aotuetive means arranged to operate the traffic-controlling means proper, a cylinder and a piston arranged in cooperattion with each other and one of such members being connected with the movable actuative means and the other of such members being connected with the trafiiccontrolling means proper and such members being movable relative to each other by relative movement of the actuative means and the trafficcontrolling means proper and such cylinder containing a fluid sub ect to compression by such relative movement and arranged to oppose such relative movement by compressive resistance whereby to transmit controlling force from the actuative means to the trafliccontrolling means proper, a relief-vent communicating with the cylinder, a valve in control of the relief-vent whereby to retain fluidpressure in the cylinder and transmit controlling force from the movable actuative means to the traffic-controlling means proper and whereb' r to relieve such fluid-pressure and permit t e relative movement of such actuative means and trailic-controlling means proper, an electromagnet movable with the cylinder and arranged to control the ventcontrolling valve, and a flexible conductor connected with the electromagnet to maintain electrical communication therewith while permitting movement of the magnet.

19. Railway-trafiic-controlling apparatus 3 comprising traffic-controlling means proper, controller-actuating means arranged to actuate the traffic-controlling means proper, a fluid-containing chamber variable in fluidcontaining volume by relative movement of the controllenactuating means and the traffic-controlling means proper and containing a fluid adapted to oppose such relative move ment by compressive resistance so as to transmit controlling force from the controller-actuating means to the traflic-controlling means proper, a sealed second fluid-containing chamber communicating with the firstmentioncd fluid containing chamber and comprisin a collapsible bag adapted to vary the total old-containing volume of such second chamber whereby to ive and take fluid from the first mentions fluid containing chamber, and means for controlling commu nication between the two fluid-containing chambers whereby to retain fluid-pressure in the first-mentioned fluid-containing chamber so as to transmit controlling force to the traffic-controlling means proper and whereby also to relieve such. fluid-pressure in the first-mentioned fluid-containing chamber so as to permit relative movement of the con troller-actuating means and the traflic-controlling means proper.

20. .Hailway-traflic-controlling apparatus comprising traffic-controlling means proper, movable actuative means arranged to actuate the traflic-controlling means proper, two cooperating fluid-compressive members connected one with the controller actuating means and the other with the trafflc-controlling means proper and. arranged to contain a fluid and to compress the same by tendency to one direction of relative movement of the controller-actuating means and the trafficcontrolling means proper whereby to transmit controlling force in one direction from the controller-actuating means to the traflic controlling means roper, a fluid-vent communicating with the fluid-containing space formed by the two fluid-compressive members, means for controlling the vent to maintain fluid-pressure in such fluid-containing space and thereby transmit controlling force in one direction to the traflic-controlling means proper and for controlling such vent also to re ieve the fluidpressure in such space and thereby permit relative movement of the controller-actuating means and the traffic-controlling means proper, and positive connecting means arranged. to effect positive mechanical connection between. the controller-actuating means and the traflic-controlling means proper whereby to positively transmit actuative or controllin movement or force to the traflic contro lin means proper in the direction opposite to t e aforementioned force transmitted from the controller-actuating means by fluid-pressure.

21. Railway-traffic-controlling apparatus comprising traffic-controlling means proper, controller-actuating means arranged to actuate the traflic-controlling means proper, a fluid-containing cylinder and a piston cooperative therewith, such cylinder and piston being connected one with the controller-actuating means and the other with the trafliccontrolling means proper and such cylinder containing a fluid arranged to transmit controlling force in one direction from the controller-actuating means to the traflic-controlling means proper, a fluid-vent communicating with the cylinder, means for controlling passage of fluid throu h the fluidvent, and a device connected wit the cylinder and arranged to en age the piston and positively transmit mecianical force thereto in a direction opposite to the direction of the aforementioned force transmitted by the fluid.

22. Railway signaling apparatus comprising signal-indicating means having a normal bent to a given signal indication, signalactuative means arranged to actuate the sigrial-indicating means, and signal-governing means 006 erative with the signal-indicating means an with the signal-actuative means to govern transmission of actuative or controlling force from the signal actuative means to the signal-indicating means and such signal-governing means including mem bers movable relative to each other by relative movement of the signal-actuative and signal-indicating means so as to develop fluid-pressure effective to transmit actuative or controlling force to the signal-indicatin means in opposition to its normal bent, and such signal-governing means also including fluidpressure-relief means arranged to relieve the aforementioned fluidressure and permit actuation of the signa indicating means by its normal bent.

23. Railway signaling apparatus comprising signal-indicatlng means having a normal bent to a given signal indication, s1 nalactuative means arranged to actuate t e signalindicating means, a positive connection between the signal-actuative means and the signal-indicating means arranged to positively transmit actuative or controlling force to the signal-indicating means in the direction of its normal bent, and signal-governing means cooperative with the signal-indicating means and with the si nal-actuative means to govern transmission 0 actuative or controlling force from the signal-actuative means to the signalindicatin means and such signal-governing means inc uding members movable relative to each other by relative movement of the signal-actuative and signal-indicating means so as to develop fluid-pressure effective to transmit actuative or controlling force to the signal-indicating means in op osition to its normal bent, and such signal governing means also includin fluid-pressure-relief means arranged to refieve the aforementioned fluidprcssure and permit actuation of the signalmdicating means by its normal bent.

24. Railway signaling apparatus comprising a signal proper, two vertical movable thrust-rods disposed in substantial alinement and arranged to transmit actuative or controlling thrust to the signal proper, a cylinder dis osed in alinement with the thrust-rods any connected to one of such rods, a piston cooperative with the cylinder and also disposed in alinement with the thrust-rods and connected to the other of such rods, a fluidcontainin chamber movable with the cylinder, a flui vent affording communication between the c *linder and fluid-containing chamber, a checl r-valve ermittin influx of fluid into the cylinder om the uid-containing chamber upon the influx-stroke of the iston but arresting efllux of fluid from the cy inder, an efflux-controlling valve arranged to permit and to control efflux of fluid from the cylinder to the fluid-containing chamber, an electromagnet movable with the cylinder and fluidcontaining chamber and arranged in control of the ethnic-controlling valve, circuit connections for the electromagnet, and means for limiting the influx-stroke of the piston rel ative to the cylinder.

25. Railway signaling apparatus comprising a railway-signal proper, movable signalactuative means arranged to actuate the signal-proper, a fluid-containing chamber variable in fluid-containing volume by relative movement of the signal-actuative means and the signal proper and arranged to oppose such relative movement by fluid-pressure resistance whereby to transmit controlling force from the signal-actuative means to the signal proper, a vent communicating with the fluidcontaining chamber, means for controlling the vent to relieve the fluid-pressure resistance and permit relative movement of the signal-actuative means and the si nal proper, and a casing inclosing the flui containing chamber.

26. Railway signaling apparatus comprising a railway-signal proper, movable signalactuative means,signal-controlling means arranged to transmit actuative force from the signal-actuative means to the si nal proper and including a fluidcontaining c amber variable in volume by relative movement of the signal-aetuative means and the signal proper and arranged to oppose such relative move ment by fluid-pressure resistance whereby to transmit actuative force to the signal roper and such si rial-controlling means inc udlng also a secon fluid-containing chamber, a vent ailording fluid communication between the two fluid-containing chambers, means for controlling the vent, and a casing inclosing the foregoing portions of the signal-controlling means.

In testimony whereof I have affixed my signature in resence of two Witnesses.

BLARENCE W. COLEMAN. Witnesses:

HENRY D. WILLIAMS, HUBER H. GIBBS. 

